Vehicle spring suspension



Oct. 3, 1950 YQNAMINE 2,524,505

VEHICLE SPRING SUSPENSION Filed Dec. 29, 1945 2 Sheets-Sheet 1 Wyn/way eys Oct. 3, 1950 E. T. YONAMINE 2,524,505

. VEHICLE SPRING SUSPENSION Filed Dec. 29, 1945 2 Sheets-Sheet 2 Erna? 72zoaskz' yavmm'im Patented Oct. 3, 1950 OFFICE VEHICLE SPRING SUSPENSION Ernest Tadaski Yonamine, Honolulu, Territory of Hawaii Application December 29, 1945, Serial No. 638,269

-. 1 Claim.

This invention relates to vehicle spring suspension, and more particularly to such a suspension adapted for use with motor vehicles, such as automobiles, trucks, or the like.

A primary object of this invention is the provision of an improved means of spring suspenion for vehicles whereby road shocks will be substantially minimized.

An additional object of the invention is the provision of such a spring suspension whereby vertical shocks imparted to the wheels of the vehicle will be cushioned by relatively heavy duty springs.

A further object of the invention is the provision of an improved spring mounting for motor vehicles permitting the use of a bowed frame, whereby the center of gravity of the motor of the vehicle may be relatively lowered, thus further increasing stability.

Other objects reside in the combinations of elements, arrangements of parts, and features of construction, all as will be more fully pointed out hereinafter and disclosed in the accompanying drawing, wherein there is shown a preferred embodiment of this inventive concept.

In the drawings:

Figure 1 is a front elevational view showing a fragment of a motor vehicle having the spring suspension of the instant invention applied thereto.

Figure 2 is an enlarged front elevational view of certain constructional elements shown in Figure 1.

Figure 3 is a sectional view taken substantially long the line 3-3 of Figure 2 as viewed in the direction indicated by the arrows.

Figur 4 is a fragmentary view showing a modified form of construction.

Figure 5 is a top plan view of the yoke.

Figure 6 is a top plan view of the rock arm.

Figure '7 is a side elevational view of the rock arm in Figure 6.

Figure 8 is a sectional view taken substantially along the line 8-8 of Figure 6 as viewed in the direction indicated by the arrows.

Figure 9 is a top plan view of the spring arm.

Similar reference characters refer to similar parts throughout the several views of the drawings.

Having reference now to the drawings, and more particularly to Figure 1, there is generally indicated at ID a frame for a vehicle, provided with an upwardly offset portion ll. Wheels 12 are carried by suitable conventional steering mechanism and hydraulic shock absorbers generallyindicated at I3, supported by the frame I I.

The lower portions of the steering knuckles comprising portions of the steering mechanism 53 have pivotally connected thereto as by means of a horizontally positioned pivot pin M the extremities of a yoke member l5. As best shown in Figure 3, the yoke I5 comprises two substantialy diverging arms, the converged portions of which engage the pivot pin l4, and the diverged extremities of which are pivotally mounted on pins it carried by the frame I0.

Aligned bores through the arms of the yoke 55 at an intermediate point serve as journals for a pivot 11, which supports between the arms l5 a rock arm it of a configuration generally similar to that of the yoke [5. The rock arm I 8 is provided at one extremity with a relatively heavy duty plat I 9 which serves as a seat for a heavy compression spring 2!). As best shown in Figure '7, the extremity of the rock arm l8 beyond the pivot point I! extends upwardly at an obtuse angle as indicated at 2|. A transverse bore 22 extending across the extremity engages a pivot pin 23, which comprises a portion of a shackle link 24, the opposite extremity of which is pivoted as on a pivot pin 25 to the offset portion H of the frame H) (see Figure 2). It is to be noted that the rock arm l8 adjacent the upwardly turned portion 2! is provided with an enlarged portion 26 through which passes a bore 2'5 adapted to pivotally surround the pivot pin ll.

A link 30 is provided at one extremity with a bore 3! (see Figure 9) through which passes the pivot pin I l, the link 30 being positioned between the diverged members of the yoke l8. Adjacent its opposite end the link 30 is provided with a bore 32 adapted to pivotally engage a pivot pin 33 comprising a part of a shackle link 34, the other end of the shackle link 34 being pivotally secured as by a pivot 35 to the ofiset portion l l adjacent its junction with the frame I0. As best shown in Figure 9, the link 30 is provided with an enlarged circular pad 36 which serves as a seat for the upper end of the spring 20.

As best shown in Figures 1 and 2, suitable rubber shock absorbing bumpers 31 are provided at appropriate points on the offset portion of the frame l3, and conventional sway eliminator rods 38, of the type used on conventional coil spring suspensions are also provided.

In operation as the vehicle wheel l2 moves upwardly under impact such as caused by roughness in the road over which the vehicle is traveling, the yoke l5 swings upwardly about pivots l6 and causes the pivot I! to advance toward the bumper 31. Such movement causes the rock arm 2! and the link 30 to rock downwardly about pivot I1. Downward movement of the arm 2| causes the plate l9 carried at the end of the rock arm I8 to move upwardly toward the link 30 as illustrated in the dotted lines in Figure 2 so that the force of the impact will be absorbed by the spring 20. Obviously the shackle links 24 and 34 cooperate to permit such movement of the arms 2| and 30 respectively.

A modified form of construction is disclosed in Figure 4, and adapted for rear axle construction. In this construction yoke 15' is provided and has one end secured to the frame 40, as by pivots IS. The opposite end of the yoke I5 is suitably secured to the vehicle axle M as by U-bolts 4'2.

Pivotally mounted within the yoke l5 as on a pivot I1 is a rock arm 2| and a link 30 op- {posite ends of which are connected as by shackle links 24 and 34 to the offset portion ll of the frame 40 in a manner substantially identical to the connection of members 2| and 30 to the frame 10. Obviously the theory of operation in this construction is substantially identical to that previously discussed.

From the foregoing it will now be seen that there is herein provided an improved method of vehicle suspension accomplishing all the objects of this invention, and others, including many advantages of great practical utility and commercial importance.

As many embodiments may be made of this inventive concept, and as many modifications may be made in the embodiment hereinbefore shown and described, it is to be understood that all matter herein is to be interpreted merely as illustrative and not in a limiting sense.

I claim:

A vehicle suspension system which includes a vehicle frame member having an offset portion, a yoke pivoted at one end to the frame member for movement toward and away from the offset portion, a vehicle wheel support carried by the yoke adjacent the end thereof remote from the frame member, a rock arm pivoted intermediate its ends to the yoke on an axis remote from the frame member, a shackle coupling one end of the rock arm to the offset portion remote from the other portion of the frame member, a lever pivotally coupled at one end to the pivot of the rock arm, a second shackle coupling the end of the lever remote from the pivoted end thereof to the offset portion adjacent the said other portion of the frame member and a compression spring between opposite ends of the lever and the rock arm yieldingly to hold separated the opposite ends thereof.

ERNEST TADASKI YONAMINE.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 1,137,145 Kraru'p Apr. 27, 1915 1,389,135 Hunt Aug. 30, 1921 2,005,513 Weaver June 18, 1935 2,113,382 Oppenheimer Apr, 5, 1938 FOREIGN PATENTS ,Number Country Date 449,828 Germany Sept. 21, 1927 

